Army Aviation Digest - Sep 1973

8/12/2019 Army Aviation Digest - Sep 1973

1/52


2/52

UNITED 5

DIRECTOR OF ARMY AVIATION , ACSFORDEPARTMENT OF THE ARMYBG James H. Merryman

COMMANDANT, U. S. ARMY AVIATIONSCHOOL

MG William J . Maddox Jr .

ASST COMDT, U. S. ARMY AVIATIONSCHOOL

COL P) James M. Leslie

IDITOR, U. S. ARMY AVIATION DIGESTRichard K Tierney

ABOUT THE COVERThe ancient Egyptians probablynever had to worry aboutcopter only approaches-but Army aviators do . . . seeHal's Helicopter Hieroglyph-ics beginning on page 2

RMY VI TION

SEPTEMBER 1973 VOLUME 19 NUMViews From Readers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Hal 's Helicopter Hieroglyphics, Warren H. Moore, DAC . . . . . . . . . . .Just Pure Hell" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Aeromedic, LTC Nicholas E. Barreca, M.D. . According To John , SPS John D. Hays Jr. . . . . . . . . . . . . . . . . .

Pinnacle Operations, Flight Lieutenant Brian A. Wright . . . . . . . . . . .To Land Or Not To Land? WOl Wayne H. Silk . . . . . . . . . . . . . . . .Aeromaintenance, CW2 Jan E. lindbak . . . . . . . . . . . . . . . . . . . . . .Rotary Wing Rotary Engine? Ronald DeSplinter, DAC . . . . . . . . .Instrument Corner .. . .. .. .. . Like Manna From Heaven, LT Kenneth M. Steffen . . . . . Whap You Say? LT Arthur J Negrette . . How To Operate The Medium Helicopter More Quietly, C. R. CoxWives' Fall Safety Rules, SFC Herbert Denmark . . . . . . . . . . . . .Stand Up-And Be Counted, LTC Bruce M. Elvin, USAF . Beware The FL CW2 Robert C. Monk . . . . Write To Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .USAASO ez . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

The mlu ion of the U. S. ARMY AVIATION DIGEST I. to provide Informat ion of an 0t io nal o r functional nature conce rning safety and aircraft accident prevention, trama inte nance , operations , research and development, aviation medicine, and othelated data .The DIGEST Is an official Department of the Army periodical published monthly the supervision of the Commandant, U. S Army Aviation School. Views exprel led hare not necessarily those of Department of the Army or the U S. Army Aviation SPhotos are U S. Army unless otherwise specifled. Material may be repr inted procredit Is given to the DIGEST and to the author, unless otherwise Indicated.Articles , photos, and items of interest on Army aviation are Invited. Direct commtion is authorize d to: Ed ito r, U S. Army Aviation Digest, Fort Rucker, AL 36360 .This publication has been approved by Headquarters Department of the ArmSeptember 1973 .Active Army units receive distribution under the pinpoint distribution system aslined In AR 310-1. Complete DA Form 12-4 and send directly to CO , AG Publicationster, 2800 Eastern Boulevard , Baltimore, MD 21220. For any change in distribution reqments, Initiate a re v ised DA Form 12-4.National Guard and Army Reserve units under pinpoint distribution also should sDA Form 12-4. Other National Guard units should submit requests through theiradiutants general.Those not eligible for official distribution or who desire personal copies of the Dcan order the magazine from the Superintendent of Documents, U S Government PrOffice, Washington, D C 20402 . Annual subscription rates are 8.00 domestic andoverseas. Single copies are 75 cent. each .


3/52

VF J WSROME DERSSir:The enclosed article was taken fromthe Army Times edition of 2 May 1973[ Flier Pay Plan Hurts Warrants ]. Upuntil now I have accepted, but havenever understood, the Armed Forcesadamant refusal to standardize flightpay between commissioned and warrantofficers. Having at last recognized theinsensitive inequity of the present system, the military has proposed an acceptable solution only to have it defeated in Congress. As the article soaptly asserts, I am not only uptightbut dismayed that Congress would oppose such a proposal.I am a warrant officer, rotary wingpilot in the U. S Army. I have 10 yearsactive military service, both as an enlisted man and as an officer. Thisamount of service under the existingArmy regulations negates the possibilityof my receiving a direct promotion to acommissioned rank and retiring withsubsequent benefits. While I must remain a warrant officer, it is my preference to do so. I am, to borrow an Armyphrase, the true professional pilot.Also, as a warrant I am assured of anaviation career.

The Army groups its commissionedaviators by different classifications.Category A refers to those aviatorscurrently serving in an aviation assignment. Category B refers to those aviators serving in a nonaviation assignment. For those on Category B assignments, fYgh t pay may continue to bedrawn monthly providing they have1500 or more flight hours accrued priorto the beginning of such an assignment.This can continue for a number ofyears. f the same aviator has less thanSEPTEMBER 1973

1500 hours prior to the beginning ofsuch an assignment, he must continueflight duties in order to draw his pay.While warrants can themselves beutilized for Category B assignments,these assignments are few, and for themost part, a warrant officer can expecta career of aviation-oriented duties.Without qualification, whether a commissioned or warrant officer, the dutiesof an Army aviator remain totallysynonymous. t is for these duties alonethat an aviator is given such an incentivepay. Unfortunately, the governingpowers evidently feel that a captain's,major's or colonel's aviation dutiesdiffer considerably from those of awarrant. As an example, I am a command pilot in my unit and as suchaccept responsibility for the aircraft,crew and passengers. f I should, whichI often do fly with a commissionedofficer as a copilot, he is being awardedmuch larger incentive pay than myselfwhile accepting none of the responsibility. Is this justice? f the military and/or Congress feel it that necessary tokeep the flight pay one sided, would itnot be reasonable to expect a commissioned pilot be in command on everyflight while the duties of the warrantofficer not exceed those of a copilot?No warrant officer would want this tohappen, but neither would they desireto see the present system perpetuated.More to have a feeling of havingtried rather than remain apathetic, Iwould like to make the following suggestions. I feel that should serious consideration be given they would eventually save the military money. Terminate flight pay for those officerson Category B assignments. They

should not expect to reap the benefitswhile executing unrelated duties. f there is a differential in flight paythen it should be based on time in flightstatus and not rank. Basic pay is thereward for higher rank and responsibilities of the commissioned officer. Completely reexamine the flight payscale and correct present inadequaciesexisting. Flight pay could be similar tocombat pay. Each man is paid $65 permonth while in a combat zone. Flightpay should be paid for duties performed.

t is not my desire to deprecate thehigh integrity of the military. I am indeed appreciative that I have been allowed to select a career with such apurposeful and necessary organization.However, my own integrity dictates thenecessity of asking that the presentsystem be reevaluated and corrected.CW2 William R Yancey1222 LoganLawton, OK 73501 Because CW2 Yancey's thoughts nodoubt echo the feelings of many of ourArmy aviators, it seems appropriate toprovide DIGEST readers with officialDOD policy regarding flight pay andset the record straight.As early as World War II Congressrecognized that no amount of mone)'would compensate an individual forundergoing the hazards involved incombat flying. Yet, it was universallyunderstood that incentives were required to attract and retain highlyskilled, trained personnel in certainhazardous professions; i.e., flying and

Continued on page 2


4/52

sHelicopter HieroglyphicsWarren H Moore DACAir Traffic Control SpecialistU S Army Aeronautical Services Office

In the past helicopter I R recovery operations have rel ied onfixed wing instrument approach procedures - now as moreand more copter only approaches emerge , the author whowa s cha irman of the U. S. military committee that developedthe copter only approach explains the charting standard

PRIOR TO THE introductionof the UH-1 and CH-47 in theearly 1960s, relatively little helicopter instrument flying was conducted within Army aviation. Fewaviators were helicopter IFR qualified and the basic helicopter wasnot properly equipped for productive IFR operations. Improved machines, better instruments, increased experience and updatedtraining have contributed to reliable, safe operations. Because ofthis the Army is gaining an increasing amount of experience andexpertise in helicopter IFR operations.Qualified pilots, improved instruments, navigational aids andflying machines can be made available where needed. The associatedtraining and educational programgoals are aligned with the desiredreadiness posture of support forbattlefield IFR conditions. Reli-2

able mission support is possiblewhen all the elements are put together.In the past helicopter IFR recovery operations have depended onfixed wing instrument approachprocedures that were designed under a criteria that catered to airplane instrument recovery needs.The criteria served both slow andfast aircraft alike for straight-inlandings. Advantages were provided to slower aircraft in circlingoperations. The category systemused to provide advantages for

slow, smaller aircraft necessarilycatered to the largest aircraft withineach category. Helicopters wereoperated in the least restrictivecategory A parameter, yet werepenalized by the needs of the fastest or heaviest aircraft in this category. Flying these procedures inhelicopters resulted in extra distances , time and fuel expenditure.

Protection from overruns by otherfaster aircraft would create ATCproblems and disrupt flow controlin terminal areas.Helicopters operate at relativelow air speed for instrument approach maneuvering and can safelyapproach at steeper angles andrates of descent than airplanes. Lessvisibility is required for landingdue to the inherent ability to safelydecelerate after visual contact withthe surface is acquired. Flying fixedwing procedures into helicopterlanding points under IFR is not

acceptable for helicopters.A criteria for helicopter instrument approach procedures hasbeen developed under the chairmanship of the U S Army Aeronautical Services Office USAASO)to cater to IFR needs. t will beapplied by all the military servicesand the Federal Aviation Adminis-

U. S ARMY VI TION DIGEST


5/52

tration (FAA) at locations whereU. S government elements exercise jurisdiction. Procedures maybe developed for helicopter onlyoperating bases and also at fixedwing airfields where separate helicopter procedures are needed.Fixed wing rules will be followedby helicopters as usual at locationsnot requiring separate helicopterprocedures for separation of mixedtraffic. For these the category Aaircraft minimums will be usedand the stated visibility will continue to be reduced by 50 percent.A U S government chartingcriteria has been developed forhelicopter only approach procedures. Specific parameters of thesecriteria are provided in chapter 11,

TM 11-2557-26 (TERPs) and areused in DOD charting of helicopteronly procedures worldwide. Because of the detailed engineeringinvolved, application must be relegated to well-trained proceduraldevelopment specialist. The endresult that is of primary concernto the aviator is the charted procedure. A survey of the prototypecharts will provide a quick insightinto the total system. Let's take thesystem apart, step by step, to seehow it flies

Helicopter approach procedurecriteria ideally provides for an IFRapproach to a landing area. Whenthis is not possible or feasible dueto obstructions or traffic conflicts,it is permissive to terminate theIFR approach at a safe altitudeat a point in space and proceedvisually to the site of intendedlanding.

In charting for these two typehelicopter approaches it was desirable to maintain commonalitywith U S government proceduraland charting standards to the maximum extent possible. Aviators,especially in the Army, are dualrated (helicopter and fixed wing).Redundancy in pilot training fordifferences in scale, legend and procedural philosophy was not accept-SEPTEMBER 1973

able. This and the impact on ATCrules and procedures would haveresulted in a severe compromiseof safety. Mixing of rules and procedures had to be avoided to eliminate potential cockpit confusion.The real crux begins to show.The Bell Army Heliport (AHP)(figure 1) Copter VOR 275-degreeapproach chart is not much different from the basic U S fixed wing

standard chart. A planview scale of1 500,000 is used. The plan, profile and minimums areas are depicted in an identical manner. Thecircled H symbol for Bell AHP iscommon with U S and International Civil Aviation Organizationchart legends. The alighting areasymbols used in the aerodromesketch area are new in charting.They represent common markings

Figure 1COPTER VOR 275 0 l ~ O O U.S. ARMY)

ROTOI ' CON121.2 297.7IELL TOwa116.1 321.6GND CON121.7 294.4ASltIPAIIIAOAI VfCTOIIHGATIS 124.9 CHINOOK

~ / 1 b ofl 1 ; \i 221

\ 370' coR 2 7 ~ ~ :4H ~ 7 \f Iv, BL DE4S1 i , 1141 ,

COPTER ONLYMISSED 'ROACH

Left climbing tum 10 2000direct to BEL VOlt and hold

~ Of044S \

R ..... n wiltlinSNM

COPTER VOR 275 0 3116'N-8s 0 43'W

BEll AHPHELICOPTER CITY, USA

.189

113A

2754.0NMFrOlTl BEL VOl

192 i

3


6/52

COPTER VOR 276 0 ALOOO U.S. ARMY) HILLER AHPHELICOPTER CITY USAROTOI AW CON128.2 297.7HILLEl TOWEl116.1 321.6GNO CON121.7 29 . IADAI YfCTOIINGAn5 12. 9

1 t 2 7 6

COPTER ONLYMISSED APPROACHL.ft climbing tum lI2000 di,.d to BELVOl and hold

u . lei AHP Altimeter SettiIl9 and Weather DataYN

(IAf)~ - - l S _ 0 0 2 7 ~ O C O B R A

(12.2)

I7i l059

COPTER VOR 276 0 30 S9'N-8601 Wigure

which may be found at heliportsand on aerodromes worldwide.Such symbols will be depicted whenknown for each pad or landingarea. I f unknown the commoncircled H will be used. For thischart, the exact point of intendedlanding, after executing the VOR275-degree procedure is depictedin the negative form to representthe markings painted on the land-

ing pad. This innovation will eliminate any doubt as to where thehelicopter will initially terminatethe approach and contributes toexact pilot/controller understanding necessary for perfect air trafficcontrol. This is especially important at heliports where a proliferation of pads and landing areas mayexist.

The aerodrome sketch in figures

1 and 2 and the legend symbols infigure 3 tell it as it is. The formecross used to identify the finaapproach fix in the planview oTACAN only procedures is being phased out of the symbol systems. This is to avoid confusiowith the similar symbol used t

mark helicopter alighting areasThe FAF symbol will continue tbe used to mark the final approacfix in the profile on nonprecisioprocedures, both fixed and rotarwing. Confusion should not ariswhen used for this purpose. Iwas not considered prudent to remove the symbol which has a history of longtime use for this purpose.

The Hiller AHP (figure 2) Copter VOR 276-degree approacchartrefiects an identical approacarea. The final approach coursis offset by 1 degree, to a point inspace. This deliberate action setthe stage for basic understandinof point in space procedures bcomparison.

The planview aspects are identical except that a scale of 1 250,00is used. This scale will be used onlwhen necessary to relieve charclutter or better show the procedure. At this scale the area ocoverage in the planview is reduced by 50 percent. This maresult in the need for feeder ring(not shown) if they are requiredAt the point in space the aviatoacquires ground contact and proceeds visually to the point of intended landing, provided VFR permits.

The secondary aerodrome/heliport (Bell) is shown by the common pad symbol in subdued line(color). The visual track and distance to the primary heliport (Hiller) is provided. Approach minimums are related to the point inspace and are not different fromthe 275-degree procedure to BelAHP.The point in space, also thmissed approach point (MAP), i

4 U. S. ARMY AVIATION DIGEST


7/52

noted and an associated inset isprovided. This inset provides significant visual landmark featuresat and surrounding the point inspace MAP, to assist in rapid orientation and decisionmaking priorto the visual operation which mustfollow. The inset scale may bevaried as necessary for adequatecoverage of geographic detail toassist in rapid orientation. The distance relationship will always beshown.Because of relative slow helicopter approach speeds, the timeand distance method of fixing thepoint in space is not precise. Lateral system error compounds thisproblem. The agency responsiblefor the procedure must considersuch deviations in selecting thescale for the inset. Cartographicjudgment also will influence thescale and amount of detail to beshown. When orientation at theMAP is acquired, the pilot is expected to proceed visually, usingsuitable visual charts, to the areaof intended landing. Significant obstructions or hazards enroute, nototherwise charted, are found inthe notes area of the chart.

The aerodrome/heliport sketch(figure 3) is drawn to show thelanding area symbol in negativeprint. Significant visual landmarkfeatures at and surrounding thelanding area are also provided toassist in orientation, traffic patternentry and planning the landingapproach.Considerable efforts and studywere expended in developing anoriginal U. S. helicopter approachcriteria and charting standard. I tis expected that experience anduse will result in identification ofimprovements which may be implemented. Flyable charts are available in the U. S. DOD FLIP. Flythe numbers, follow the rules . . .the pictures and symbols will tellit as it is.AR 95-1 permits Army aviatorsto reduce visibility minimums by

SEPTEMBER 1973

LEGENINSTRUMENT APPIlOAOi PROCEDURES ICHAII'Sl

R.moinwithin 10 NM

PROfilE, lOM

:1 at Outer Mark.,~ Glide Slope Altitude.Tum _ ' fAl (non-prec:ilioft approachesl____ . 2 1 ~ 6 /2400 ~ 1 2 7 V ... , -llS Glide S I ~ M l u e d A ~ o a c h Point

GIdo - 2_ ( ~ _ tt Mlued Approach Trock.lide Slope. .,........ Aerodrom. ProfileInterwpt Altitude .DESCENT fltOM HOlDING PAm ... RNAV DESCENTVOR 1 2 7 ~ . @ X 1 2 7 ~ ~

~ 0 1 ' J01 Final ~ o o c / ~ ' > MAPJNIP~ ~ ~ / 1 1 ~ 3 0 7 0 .......i t , / Angl. for V.rtical ~ 1 . /./ 1300 Path Comput.r' 1 n ~____ ____________________ _ ~ __________________ _ 0 2 _ _ ~ _ ____~ - - - - -

ALTITUDESACIUTIES/FIXESZFM 5500 2300 4800 2200 FInal Approoch Fix (FAF)Mand ator y Minimum Moximum Recomm.n ded 110' non-precision opprooch'1N08 (RIn)RNG Altitude Altitude 4ltitu de Altitude Glide Slope Inte rc.p tAltitud . precede lix or or. orrowed to lhow whereVORVORTAC

they apply. ______TACAN FIll Glide Slope intercept altitude i. the lam. a. the minimum Vi,uol Flight PothWAYPOINT INT altitude over LOM for I_l iz . only approach. except ellatherwi.. noted.

AERODROME SKETCH

Hord Surface Othe r Than Hordstandl; ToxiwoYlHord Surfoc. ~Clal ed RunwoY' Under Metal Surfac.ond ToxiwaY' Conltruction -+-iaploced Threaholdver runA, . . . ng Gearr ni-clirectianal S bi-directional I Je, lo ler

Control To_When Control To_r and Rotatingleacon oreco-located. leacon Iymbol will be uled andlurther identified 0 TWR.* Rotating A.rodrome leacon. U.S. Navy Opticol Landi , SYltem (01.5) Ot.Slocation i, lhown becau . of ifl height ofapproximately 7 leet ond proximity to edge ofrunwoy moy creot e on obstruction for _ types

01 aircroft.Approoch light ,ymbol, are ,hown on a parot.Ieg.nd.

EB [E] A Il Helicopter Alighti , Area.Negativ. S y m ~ l , uled to identify Cop.r PnKedurelanding point . . I I A aNate, The prop type symbol being phaled out.EIe" 123 Runway TOZ .levation01 - UP Totol Runwoy Grodient

/lhown wh.n runwoy gredient .xceeds 0.3 )MINIMA DATA

.A Indicot., ather than Itondord Alternot.Minimuml opply lor U.S. Army and Civil, r.fer totobulotion..ANA Indicatel IfR minimum, or. Not Authorizedfor oltemote UN d\Ie ta _i ored facilityor ab_c . of weather reporti , . . viee.V Indica' other thon ' tandard Tak_H Minimumsor d.partur. procedu,.. apply for Civil U r I .Civil U I r.fer to tobulotion.000 u_s r.fer to SerVIC. Oirecti ., and NOSprod,ucecl civil 510 publication.

_ Night minimum, lhown in negati . form beingpholed out.Chom conertecl ta TER criterio will shownight minimum when diffetoent thon day by ona,teri' ond not .

Figure 350 percent. This will be continuedfor fixed wing procedures operatingunder category A minimums butnot permitted for procedures having the word COPTER in theprocedure title. Visibility for thesewill be published for simplicity andeasement in operations.Long range goals involve acceptance of this system concept by foreign national aviation authorities.

This would result in a commonstandard wherever we fly. Improvedequipment, training, criteria, chansand standardization would resultin improved safety and missionaccomplishment worldwide.Don 't copout in helicopter cloudcollision conditions. A haven forhappy hover at home helipad ishere when you hark and heed helicopter hieroglyphics.5


8/52

an interview with Captain Charles F. Nowlin, full-fledqed member of the Krispy Kritter Klub ,who s ys itsJUST PURECOLONEL FRANCIS MAX McCULLAR, COMMANDER, U SARMY AGENCY FOR AVIATIONSAFETY: selected Captain CharlesF. Nowlin for interview because ofhis personal experience with ther-mal injuries which resulted froman aircraft accident in the R epublicof Vietnam. Because of his in-juries and those of others withwhom he became closely associ-ated, Captain Nowlin began anindependent study in the proper

use of personal equipment. Duringhis 2 year confinement in theBrooke General Hospital at FortSam Houston, X , Captain Nowlin ,in conjunction with the Institute ofSurgical Research, formulated asafety program on life supportequipment, which he is now pre-senting throughout the A rmy. I feelthat all commanders and aviatorscan learn something from CaptainNowlin s professional approach topersonal safety

ELLMcCULLAR: Captain Nowlin, youwere at Fort Rucker recently foran in-flight evaluation and nowyoure here again to make a filmof your experiences. Before we getinto the more formal part of theinterview, tell us about your presentassignment.NOWLIN: I m assigned to Operations with the 507th MedicalCompany (Air Ambulance) at FortSam Houston, TX. This is thegrandfather unit of the Military

6 U S. RMY AVIATION DIGEST


9/52

Assistance to Safety and Traffic(MAST) Program. Basically, thisprogram provides military helicopters, pilots and medics when aidis requested during civilian medicalemergencies. It is doing an outstanding job of saving lives andtransferring patients, more than athousand to date, from one hospital to another in the San Antonioarea.McCULLAR Was there anotherreason you were assigned to FortSam Hou ton?NOWLIN Yes, sir. Basically, tocontinue my reconstructive plasticsurgery, which will take a couplemore years, and because of theavailability of Colonel Hugh D.Peterson, the extraordinary Chiefof Plastic Surgery at the BrookeGeneral Hospital.McCULLAR USAAAVS will usethe film of your experiences in itsinstruction at Fort Rucker and onthe road and we hope to make itavailable to all who might requestit. So that our readers will have anidea of what the film is about,would you tell us your story?NOWLIN Initially, I was assigned as a section leader to the101st Airborne Division withBravo Company of the 158th Assault Helicopter Company in Viet-

nam. Then I transferred to CampEagle where I was assigned asoperations officer and lead scoutof the 1st Brigade Aero Scouts ofthe 101st.One evening in December 1970,Fire Base Birmingham began receiving mortar rounds and my scoutsection was alerted that assistancewas needed immediately. We prepared to launch, but it was cancelled because of nightfall. Thelaunch was then laid on for a firstlight mission the next day. I wasflying low bird on the white teammission. We rendezvoused at Birmingham with the command andcontrol ship and moved down tothe first ridgeline south of the firebase. Passing over the ridgeline,we saw fresh earthen works andbegan a 180-degree turn to takea better look. At this time theengine went out on my OH-6,which was not equipped with acrash worthy fuel system, and Ihad but one alternative-to getas far away from the area as possible. I pulled n maximum powerand made two calls, practicallyscreaming that my engine was outto let my gunner and the peoplewho were covering me know whatwas going on. I shot an approachto the only open area, a small bomb

crater halfway down the mountain. Just prior to impact, I ranout of power and the aircraft beganto turn rapidly. On impact I wasknocked unconscious and my gunner was thrown free of the aircraft. He was strapped in the air-craft with a 5,000-pound-testedmonkey harness which he waswearing beneath his chicken plate.The harness snapped, cutting andbruising him across the stomachand chest. Being in a state of shock,he turned around and saw that theai rcraft was engulfed in flames andthat I was slumped over the cyclic,apparently dead. He left the areaand was later picked up.As I began to regain consciousness, I sensed a feeling of warmth,but didn't realize what was happening. So I did what all of us didin Vietnam when we got t -I unstrapped my helmet, but withgreat difficulty. It was at this timeI realized something was wrongwith my right hand. I finally got thehelmet off and noticed that it wasshattered on the upper right side.Part of the helmet was missingwhere shrapnel, AK fire or part ofthe main rotor had come throughthe canopy and it me on the rightside of my forehead. The helmet

Continued on page 4

Captain Charles F. Nowlin, a 1967 graduate of the Texas Lutheran College, taught school in San Antonio, TXfor one year before entering the Army in June 1968. He received his basic training at Fort Knox, KY went throughAdvanced Infantry Training at Fort Polk, LA and graduated from OCS at Fort Benning, GA. He served as trainingofficer at Fort Polk before entering flight school in September 1969. In June 1970 he was graduated from flight schoolat Fort Rucker, AL and was assigned to the 158th Assault Helicopter Company, 101 st Airborne Division, Vietnam, inAugust 1970. Then in October he transferred to the 1st Brigade Scouts of the 10lst. On 19 December 1970 CaptainNowlin's OH-6 helicopter was downed by enemy fire and burned, and he sustained third-degree burns to 35 percentof his body. He was evacuated to Phu Bai, then to Camp Zama, Japan, and finally to Brooke General Hospital, FortSam Houston, TX in January 1971 where he underwent almost two years of plastic surgery. Presently, he is assignedto the 507th Medical Company (Air Ambulance at Fort Sam Houston and is continuing to undergo plastic surgery.

SEPTEMBER 1973


10/52

SIZZL RShe l test in l iberated men's underf shionsh ve even infiltrated the form lity and utility

of military uniforms

RED HOT. COLORFUL

. FLASHYCRISP IGNITING PATTERNS

OLD STRIPES. ODY CONTOUREDSMOOTH FITTINGSNUGLY TAILORED

SIDE VENTSBRIGHT PASTELs

100 NylonAcetate

T HE LATEST IN men's fashionable underpinnings maybe stylish and contemporary, butit also is potentially hazardous toan air crewman's health. Nylon andother synthetic fabrics shoUld n v rbe worn when N omex or fire-retardant garments are indicated byhazardous work conditions. Asstated in a previous Pearl 's article (Nov 72 , nylon and similarartificial fibers melt at about 300to 400 degrees F.Nomex will protect against flameand delay heat transfer, but suffi-cient exposure soon raises the skinside temperature to 300 to 400degrees F. Artificial fiber garmentsthen start melting and severe burnsresult as the molten material sticksto the skin [due to more efficient

U. S ARMY AVIATION DIGEST


11/52

LTe Nicholas E. Barreca, M.D.Provided by the Society of U. S. Army Flight Surgeons

heat transfer by conduction]. Meanwhile, the N omex remains relatively undamaged and functionalup to its rated temperature of about900 degrees F., at which point itwill char.The only acceptable and expeditious alternative is the use of 100percent cotton or 50 percent cotton 50 percent wool undergarments. During the summer "longjohns" are somewhat warm foreven the best motivated safety proponent. A wise and thrifty solution can be readily obtained atquartermaster clothing sales stores.The 100 percent cotton undershirtand boxer style drawers providean extra layer of insulation underthe standard Nomex uniform. Cotton briefs also are available butthese are snug fitting and thusless efficient insulators. (They alsopredispose to various groin rashesin some individuals.)

For winter wear the U. S ArmyAeromedical Research Laboratoryhas demonstrated that standardankle length underwear (50 percentwool 50 percent cotton) is asflame-retardant as N omex underwear when worn under the N omexflight suit. These have been designated for air crewmember use andare available through normal supply channels.There is no excuse then Savethe fashibnable undergarments forthose who will appreciate themwhen attending to air crewmemberduties. Your instructor pilot, copilot, fellow crewmen and associates at the health club or gymcould care less about your boudoir idiosyncrasies.

Proper wear of the fire-retardantSEPTEMBER 1973

flight suit: Recently a multiagencyaeromedical cooperative effort resulted in The Surgeon General ofthe Army stating his official position on this matter. The recom-mendation is aimed at maximizingprotection o air crews engaged inaircraft runup or actual flight oper-ations It should not be misinterpreted to represent a guide foruniform wear and appearance policies under other conditions. Theseare determined by Army regulations and commander prerogatives.The recommended wear of theNomex flight suit to maximize safety and optimize protection is: Keep the shirt tucked deeplyin the trousers. Keep the belt properly fitted to preclude the shirtfrom slipping out of the trousers. Keep shirt sleeves rolled downand tightly closed by the Velcrotabs. Shirt sleeves should be longenough to fasten securely over theoutside of the cuff of the glove andnot slip over the cuff and onto theforearm during maximum extension or range of motion of thehand and arm. Keep the shirt zipper closed,all the way up, and covered by theoverlapping N omex panel to preclude flames tunneling in to contact body surfaces.

For maximum protection wearthe shirt collar up and snugly closedat the front of the neck by securing the Velcro tab provided. Keep the trouser fly securelyclosed (zipped or buttoned) andcovered by the overlapping N omexpanel, again to preclude tunnelingof flames through openings in theuniform to contact the body surface.

. Keep the trouser legs securedtightly by the Velcro tabs over theupper half of the shank of theleather boot. Trouser legs shouldbe long enough to cover the upperhalf of the leather boot with theleg maximally flexed or involvedin maximum range of motion activities. Under no conditions shouldthe trouser leg be so short as toride up over the boots and onto thecalf. Pockets should be closed, us-ing -buttons or zippers, and covered by the N omex flaps provided.Collar and shirt insignia andpatches should be cotton cloth, notmetal. The responsibility for enforcing the proper wearing of the fireretardant flight suit during possibleexposure situations lies with theunit commander and, additionally,is the charge of the individual whileat risk. The uniform must be properly worn at all times when exposure is a possibility. Seldom willthere be an opportunity to properlyadjust the uniform after an emergency situation has been identified.

In general, the flight suit shouldbe worn loose to provide a layerof air as insulation against heattransfer. It should not be tailoredor procured in sizes that approximate a tight fit Undergarmentsshould be of cotton or wool fabric,never nylon or other hazardousmaterials.These recommendations will ensure that the maximum possiblebody surface is covered and thatadequate insulation is provided toeffect both fire retardancy and reduction in heat energy transfer.

YOU TOO can be-come a Krispy Krit-ter i you don'twear your Nomexproperly


12/52

VII'iIJ, thou sIIaIt n tlllnelir - for It . . . . . . . . . .. bod t r ad of vIlJEy ........... ... thrust forIIk . . til 1 _ _ of otMr . . . . . . . . . . . . . forI. not tIIln irFor .1 the rav...... woInI .... rocks . . . . . . . . . ... . . . . filiiAnd rend ... . . . . . . . . . . . lilts of .c;IIIrtot 1e vInJ ..... Into ...... . . . . . . . . pits of r.But be not afraid If . . . . . . . . . . tIIm . . . . . . ......For . . IN . . . . voices tIIIit .III


13/52

2lirplanr

Ran Q:om

In the beginning there was airplane.And Wilbur looked upon it and saw that it was uncertificatedand devoid of pilot.So looking upon Orville, he caused a coin to be flipped,and, 10 Orville became pilot.And in those days man knew not of FAR so mounting airplane,Orville caused it to fly, even without checklist or seat belt,Seeing these things caused the heart of Wilbur to be gladdened,and he sang a joyous song unto reporters.And the reporters departed the land of Kitty Hawk in great haste,for unto them this day had been given the golden key.Was not one airplane flight (or crash) worth more than manytrain wrecks?

Forsake not thy NAV/COM for thy VHF and the VOR they guide thee,Providing thee with solace during times of strife, yea even untoremoving mountains from thy flight path.Even though thine engine should fail thee and thy rotten luckshould cause thee to bend the skin -forget not thy radio.For thy controller is a loving and patient father to those callingupon him in the name of MaydayAnd many have gained salvation thereby.But beware, for his wrath is mighty upon those who use 121.5 in vain,And such transgressors shall be made to tremble, sore afraid,before the seat of the examiner.Be ever brief in thy communications, using always the properphraseology and phonetic alphabet.For thy controller is oft times busy, and, but for his loving patiencewould consign the gabber to the nearest mountaintop.And of mumblers, shouters, dial twisters, and mutes he issorely tempted to consign to the bottomless pits of hell.Be always on good terms with thy avionics repairman, for is it not betterto be reminded of his skill at beer call than during an ILS approach?

SP5 John D. Hays Jr. is an operations special ist with the Alabama Army NationalGuard. With 4 OOO-plus flight hours, he holds an FAA commercial pilot's licenseand is a certified flight instructor. He has served as a production test pilot forNorth American Rockwell and an aircraft flight manual writer for LockheedAircraf t for the C-130, C-140 and C-5A Galaxy

SEPTEMBER 973 11


14/52

Pinnacle perationsFlight Lieutenant Brian A WrightRoyal ir Force

The author discusses the flight techniques developed by theCentral Flying School of the Royal ir Force at its mountainflying school in North Wales

' T 'O EVEN THE most experi enced helicopter pilot mountain flying presents a formidablechallenge. The unpredictable turbulence, weather and inhospitableterrain all combine to increase theadrenalin in all but the most stoicaviator. But an aviator can safelyplan and fly an approach to a pinnacle or ridgeline. Here are the12

techniques developed by the Central Flying School of the RoyalAir Force at its mountain flyingschool in North Wales.The first step in any approachis a thorough and careful reconnaissance of the site. The mostimportant part of the reconnaissance is to establish the wind direction. f this is not clearly evi-

dent from natural features or thenature of the turbulence, there arethree techniques which can be usedto find the wind direction thegroundspeed/ airspeed comparison,the cloverleaf and the pinnacle orbit.The groundspeed/airspeed comparison figure 1) is the most suitable to employ on a ridgeline andU. S. ARMY AVIATION DIGEST


15/52

Flight Lieutenant Wright is an e x h ~ n g e flight instructor r o ~ ~ h eRoyal Air Force and currently IS assigned to the U S Army AViationSchool t Ft Rucker, AL

1 st run - drif t right, low groundspeed2nd run - drif t left, high groundspeed

/Wind

Figure 1: Groundspeed/airspeed comparisonthe helicopter s flown along theridge at a constant airspeed, around60 knots. The drift and apparentgroundspeed are noted and thehelicopter s then flown on thereciprocal of the first heading. Thedrift and groundspeed are againnoted and when compared to thefirst run will enable the wind direction to be established.

SEPTEMBER 1973

The cloverleaf figure 2) is bestsuited when the landing site s fairly large. The aircraft s flown overthe site o a cardinal heading, intrim and at about 60 knots. Thedrift s noted and the helicopters turned with the drift and flownover the feature again on a heading90 degrees from the first. The drifts again noted and, if any doubt

Figure 2: Cloverleaf

Turn with dri ft left)

still exists about the wind direction, the process can be repeateduntil the helicopter s flown over thefeature and o drift s apparent.This s then the into-wind heading.The pinnacle orbit figure 3)can be used o a sharply pointedfeature when the landing area snot large enough to give a reliableindication of drift. The helicopter

Wind/Turn with drift right)

13


16/52

Lesi power apdraulht)

is flown around the pinnacle below the summit at a coristant altitude and airspeed. The changesin power necessary to maintainaltitude will indicate the updraughting and downdraughting ir and soreveal the wind direction.Once the wind direction is established the landing site should becarefully examined while flyinglevel past the intended point oftouchdown. The height of the landing point as indicated on the altimeter should be noted. The pilotshould then turn downwind and

Figure 3: Pinnacle orbit

climb high enough above the landing point in order to start his approach. This should normally bein the region of 200 to 300 feet.But in mountainous regions thepresence of other peaks or ridgesoften necessitates a short final approach leg and the pilot may needto climb only 5 to 100 feet abovethe landing point to establish himself on a normal approach path.On turning final it will appear tothe pilot that he is below the landing point but a glance at the altitneter will quickly reassure him.

Figure 4: Wind over pinnacle

~ Demarcation line

ilht winds

Wind direction

More power downdraulht)

The steepness of the approachwill depend upon the strength ofthe wind and the manner it flowsover the pinnacle. The d i ~ g r m s infigure 4 show how the flow overa pinnacle varies according to windstrength.n each case there is a line calledthe demarcation line which dividesthe up- and downdraughting air.The approach must be on or abovethis line and will be steeper instrong winds than in light windconditions. Many pilots tend to flysteep approaches in even light wind

/

Stronl winds

14 U S ARMY AVIATION DIGEST


17/52

What pilot sees

Steep

Figure : Constant angle approach sight pictureconditions. This is not only un-necessary but also potentially dan-gerous because there are hazardsinherent in steep approaches com-pared to using a more shallow ap-proach path: A steep approach needs morepower to hold the angle. The rate of descent is gener-ally higher.

Translational lift is lost earlieron a steep approach. There is more danger of en-tering a settling with power con-dition. More pitch means that rotorrpm decay will be more rapid inthe event of an engine failure. In most helicopters visibilityof the landing point is poor duringa steep approach.SEPTEMBER 1973

Once the helicopter is starteddown the selected approach path,it is important to maintain theangle as undershooting can havedire consequences. A techniquecan be used to maintain a constantangle which involves using a fea-ture behind the pinnacle and shouldbe easily understood from the dia-grams in figure 5

The touchdown should be onthe upwind part of the landing sitein the updraughting air. f the pin-nacle is small it is necessary toselect a lateral marker on shortfinal to assist in landing the air-craft on the required point. Thisis because the pilot will not havea ground reference in front of himwhen he reaches the upwind edgeof the pinnacle.

The takeoff from a pinnacle isan altitude oyer airspeed takeoffwhere airspeed is gained at theexpense of altitude. The only pointhere is to ensure that the helicopteris flown off the pinnacle and notdragged over the edge. The dangerin dragging the helicopter off thepinnacle is that the helicopter maydrop and the tail strike the edgeof the pinnacle.ny pilot who is familiar withmountain operations already willbe aware of most of the pointsmentioned above. For those withno mountain flying experience, per -haps you will recall this article oneday when you find yourself upthere at 10,000 feet with the adren-alin surging through your veins.Good luck

15


18/52

ON A LATE January 1973afternoon I completed thepreflight of my TH-55A in preparation for my first solo crosscountry flight from Wrangler Stagefield to the main heliport at Ft.Wolters, TX.The three-leg flight was goingwell until a point 8 miles east ofmy last fix to Ft. Wolters. ThenI noticed my oil pressure gaugefluctuating. At this time I wentfrom cruise power at 2700 to normal power of 2900 rpm and notified the controller at WranglerStagefield of my situation. He directed an aircraft which was aheadof me to make a 180 and take upa trail position on my aircraft.Control also asked me aboutmy other engine indications, i.e.,oil temperature and cylinder headtemperature. I replied that theywere in normal range and that Iwould keep them informed. I wasadvised to continue on course.

16

WOI Wayne H. ilkAll this time I had been flyingover the most suitable areas for aforced landing. Then those areas

disappeared and about 1 minutelater I had a loss of power whichI was unsuccessful in regaining.Seconds later complete engine failure occurred.I transmitted a Mayday whileentering autorotation, making a90-degree turn to a small confinedopening. During the descent a multitude of th Ughts raced throughmy mind, one of which was theprospect of going into the mesquitetrees which were all around me.Keeping this lone small open spotin front of me, I found myselfmaneuvering the aircraft to avoidthe surrounding obstacles. Due toearlier heavy rains in the Texas

area I had to flare my aircraftdown to zero air speed over myselected touchdown point . . . noground run. Initial pitchpull andfull pitchpull was completed andthe aircraft was on the groundsafely, without damage.The only injury I sustained wasto my pride, for I knew I shouldhave landed earlier when I firstexperienced the oil pressure fluctuation and had the better choice offorced landing areas.I can only say that when youhave a problem in flying rememberyou are in command of the aircraft; you re responsible, not thecontrolling agency. When in doubt

o n ~ t stick your neck out-put iton the ground safely-you ll beglad you did. ( IF